Vehicle travel control means



v Aug. 4, 1953 w. B. DEAN ETAL VEHICLE TRAVEL CONTROL MEANS 5Sheets-Sheet 1 Filed April 5, 1950 PIGTJ.

III

INVENTORS. Walter B. Deam BY Dav Ld L. Buchanan.

I Q.M

A TTORNEY A 1953 w. B. DEAN ETAL 2,647,415

VEHICLE TRAVEL CONTROL MEANS Filed April 5, 1950 5 Sheets-Sheet 2 i 5INVENTORS.

75 @155 m u D1 0 i Wit 6 D 76 61 v c1 er 2cm. I-59 L Dauid Lbudlanan.

. M W, 30 14 Q .M

ATTORNEY 5 Sheets-Sheet 3 TORQUE:

CDMETER LOCK-UP FORWARD NEUTRAL. REVERS v Aug. 4, 1953 Filed April 5,1950 TORQUE CONVERTER AND SPEED LOCK'UP.

1 IDLING"CLUTCH ON \DLINLFCLUTCH OFF ATTORNEY INVENTORS.

Walk er B. D ean.

David L. Buchanan.

BEUEL 0am I FORWARD Gama CLUTCH TO ENGAGE GEARS TO DRIVE SHHFT TORQUECONVERTDR REvERSE GEAR 21d Lock-UP Goumnorz. com RDL CONSTANT MESHGEARS.

lDLI NCJ C LUTCH ON LOCK- UP CLUTCH 'Zie ENCHNE FIG. 16

4, 1953 w. B. DEAN ETAL 2,647,415

VEHICLE TRAVEL CONTROL MEANS Filed April 5, 1950 5 S hee-ts-Sheet 4SWITCHES CLOSED- CAR SPEED CONTROL SWITCHES-CLOSED-CLUTCH L'QEEF EENGINE OPERATION A B A o E Poswrow F r;

OFF \DLE FORWARD 1 NEUTRAL 2 V TORQUE REVERSE 3 /3 u 4 FULL 2DV3TORQUE-DXREQT DRIVE 3D 3 4D FULL" POSITIVE CONTROLLER. ONE ENDCONTROLLER- ONE: END

TO OTHER. ENGINE TRAVEL FUEL on. PR,

NGINE SPEED aovanum TO ENGINE VALVE RAC ORTHROTTLE.

SPEEDOMETEU DRWE Tl "GROUND 3 I INVENTORS T5 g} WaLceY E). Dean.11:3:FORWARD TRAIN BY mld Buchanoy T8- Rex/ease I9 LOCK-UP a. 3 10 7% Cu-d Tll m ATTORNEY Aug. 4, 1953 w. B. DEAN EI'AL 7, 5

' VEHICLE TRAVEL conmor. MEANS 7 Filed April 5; 1950 -5 SheetsSheet 5SWITCHES CLOSED- CAR. SPEED CONTROL SWITCHES CLOSED-CLUT 52 13: ENGINEOPERATION A B A D E POSITION F R OFF IDLE: FORWARD 1 y. g NEUTRAL a,ORQUE F 3 2/3 n REUERSE" 4 FULL 20 '/3TORQUED1REUDRIUE 30 213 u I! l 40FULL u u v Posmve CB1 CONTROLLER CONTROLLER. ONE END To OTHER. Enqms TOENGINE VALVE RACK OR THROTTLE 61 N EGATW E 21C114 1 1615 MANUAL AND/OR.MANUAL AND/0R.

S PEED Loc| -uP SPEED Locx up INVENTORQ A 4 Wofier B. be

y Davld L Buchanan lnLmcr-cwmo mum-- CLUTCH-OFF o A TTORNEY PatentedAug. 4, 1953 VEHICLE TRAVEL CONTROL MEANS Walter B. Dean, Paris, France,and David L. Buchanan, Whitemarsh, Pa., assignors to The Budd Company,Philadelphia, Pa., a corporation of Pennsylvania Application April 5,1950, Serial No. 154,154

Claims.

This invention relates to vehicle travel control means, especially tomeans for controlling a power drive installation which includes aninternal combustion engine and a torque converter unit, and has for anobject the provision of improvements in this art.

The invention has been developed in connection with self-propelled railcars and will be described with particular reference to such use but itwill be understood that the invention is applicable to other types ofvehicles. It has particular application to the use of a diesel engine asthe prime mover.

The various attempts to apply diesel engines as prime movers for largeland vehicles are well known. Some have been sufliciently successful tohave very extensive use as locomotive units where size and weight arenot too restrictive but nevertheless they all have basic faults andimprovements have constantly been sought to adapt them for use insmaller units.

Studies in diesel engine drives start with the well-known fact that thistype of engine operates best in a relatively narrow speed range comparedto ordinary small internal combustion engines. Consequently, direct geardrives of heavy vehicles, for which diesel engines are best suited, areheavy, and diflicult and slow to shift mechanically. Clutches forshifting engagement of these high torques present difiicult heatdissipation problems.

Generator-motor drives eliminate heavy gears and are widely used forlocomotive units but the separate generator and motor units which arerequired are still very bulky, heavy and costly and, moreover, theseinstallations impose electrical losses in both the generators andmotors.

Torque converter drives have been used, and

while these are very satisfactory for starting and low speed drives,they involve too much power loss at high speeds to be fully desirable.The installation with which the present invention is associated consistsof a diesel engine as the prime mover, a torque converter of severalstages, and a lock-up clutch for direct drive to eliminate the torqueconverter action above certain minimum speeds. Connected to the torqueconverter is a reverse gear mechanism with constantly meshed gears. Inthis installation there are two clutches, one for forward and one forreverse drive. When one clutch is engaged, movement in the forwarddirection results; when the other .is engaged, reverse movement results;and when both are disengaged the engine will idle under no load.

It is the problem of the control mechanism to best utilize thesefeatures for proper operation of the car. The present control systemallows the selection of four variations or com.- binations of theelements of the basic system, as follows:

1. Torque converter alone can be used as has been done in the past.

2. Torque converter can be used with manual choice as to the use oflock-up in direct drive.

3. Torque converter with manual choice of lock-up but protected by aspeed governor may be used to prevent misuse by engaging the lock:- upat too slow a speed.

4. Torque converter with automatic lock-up may be used with a requiredintermediate hesitation to facilitate proper use of the mechanism and toprovide proper sequence of clutch engagement.

A reverse lever determines which clutch will engage when an engine fuelthrottle or torque control lever is moved from a No. 0 or off to a No. 1position. In this specific installation the engine is governed to 800 R.P. M. in both the off and No. 1 positions. Although the engine will runat lower speed, this speed is desirable to maintain auxiliary powerdrive speeds. In 01f the car will coast with no engine drag, whendesired. In No. 1 position slow movement, such as in switching, may beeffected. In No. 2 position of the engine throttle lever low speedoperation is afforded or high speed down hill operation may bemaintained. In a No. 3 position of the throttle lever high speedcruising operation is involved. In a No. 4 position maximum speed onlevel or on grades results, this position also being used for maximumacceleration.

Certain losses in efiiciency are inherent with torque converter drives.It is therefore desirable to use direct drive at high cruising speeds,particularly where stops are relatively infrequent. Due to the inherentslip of the torque converter very fine control of speed is available byallowing the shift from torque converter to direct drive at the samethrottle position. In those cases where this is not necessary thesimpler arrangement is to allow automatic lock-up when the mosteconomical speed is reached. In cases where .manual lock-up is desirablethis may be protected by the automatic lock-up which will prevent en-.gagement of the lock-up clutch at too slow a control in the oilposition it is desirable when shifting to a driving connection that thereverse gear clutch engage before the lock-up clutch engages. In orderto assure this an off-set in the lock-up drive portion of the clutch isprovided, causing a hesitation between those positions engaging thereverse gear clutch and those allowing engagement of the lock-u clutch.

It is, therefore, one object of the present invention to assureengagement of the main drive clutch before the direct-drive means can beengaged and to maintain the engagement of the main drive clutch forshort stops, holding the vehicle by the brakes against low fluid torque,in order to achieve a quick and smooth start after the stop.

Another object is to provide means for closer synchronization of engineand ground travel speeds when makin the shift from torque converter tomechanical drive.

Another object is to provide means :for changing the shift control fromselective supervision to governor supervision if operating conditionsare suitable.

Another object is to provide suitable control interlocks to assure thatthe engine is idling at lowest speed when the shift to any drivingposition (forward or reverse) is made.

Another object is to provide an improved drive shift control mechanism.

The above and other objects and features of the invention will beapparent from the following description of an illustrative embodiment,reference being made to the accompanying drawings thereof, wherein:

Fig. 1 is a side elevation of arail car embodying the invention, theview showing the locations of the drive-control units;

Fig. 2 is a perspective view of the controls;

Fig. 3 is a vertical axial section through the drive control unit;

Fig. 4 is a horizontal section taken on the line 43-4 of Fig. 3;

Fig, 5 is a vertical transverse section taken on the line 55 of Fig. 3;

Fig. 6 is a vertical transverse section -taken on the line 6-6 of Fig.3;

Fig. '7 is a vertical transverse section taken on the line 'll of Fig.3;

Fig. 7a is a view like Fig. 7 but showing the parts in a differentposition;

Fig. 8 is a vertical transverse section taken on the line 88 of Fig. 3;

Fig. 9 is a partial horizontal section taken on the line 9-9 of Fig. 3;

Fig. 10 is a plan view, flattened, of the control box cover, showing thecontrol lever slots;

Fig. 10a is a view like part of Fig. 1.0 'to show a differentoperational arrangement With-the same apparatus;

Fig. 11 is a diagrammatic view to show the various stages of camoperation of the control switches;

Fig. 12 is a wiring diagram showin the interrelationship of parts ascontrolled according to thearrangement of Figs. 10 or lOa Fig. 13 is aslightly modified wiring diagram which may be associated with the sameapparatus;

Fig. 14 is a control slot diagram similar to Figs. 10 and 10a, showingthe functions and designations for the wiring system of Fig. 13';

Fig. 15 is a modifiedcontrol slot diagram which is adapted to be usedwith the system of Fig. 1-3; and

Fig. 16 is a schematic view of the power and driving means.

The invention is applicable to land vehicles and in Fig. l isillustrated as being applied to seli-propelled rail car 28 which may beoperated in either direction, either alone or as one of a number of carsin a multiple-unit As illustrated, there is an engine-transmission unit2| mounted under the car on one or both (sides of the center, each beingarranged to drive a shaft 22 connected with an axle of wheels 23 of atruck as. Another shaft 25 drives a generator, and also other devices,if desired.

As shown .in Fig. 16, the engine 2 la has a drive shaft 21b which drivesa torque converter part 22in. Through the fluid this drives a torqueconverter part 21d, here illustrated as a casing for the fluid. and thepart Zlc. No attempt is made to show the actual torque converterdetails, this view being a general diagram and both the engine .andtorque converter units being taken as known market items from othersuppliers. A direct drive lock-up clutch lie is splined on the engineshaft 217) so it may connect .the shaft .directly with the casing partBid and cut out the fluid drive action. Suitable gearing and a forwardclutch 2i and a reverse clutch .219 complete this general diagramassembly.

At one or both ends the car is provided with controls generallyindicated by the numeral 25. In Fig. the controls are seen from thevicinity of the operators position in the front vestibule of the car.

At the left in Fig. .2 there is a control box 39 presenting a reverselever 31 and a clutch and power or throttlecontrol lever 32..Aspeedometer .33 is carried on the same control box, this having acontrasting critical zone indication, as mentioned above. At the rightof the control box there appears a brake control lever 3t and .certainindicators and piping coimnonto rail .car op- .eration.

As shown in Figs. 2 and 10., the reverse lever 31 operates in a slothaving an enlarged portion 35a at the neutral position which permits thehandle 3 !a to be removed. As shown in Fig. 3, the handle 35:; .has astem or shank 3919 which carries a flange 34 c which underlies the slotand prevents removal of the handle except at the enlarged portion 35a.Therebelow the handle stem is reduced, as at Bid, to fit in a socket ofthe lever 3 l Likewise the power or throttle control lever .32 operatesin a slot 3-6 having enlargement 36a .in the off position where theengine is dc-clutched and idling. In Fig. 8 the lever 32 is shown .tohave a handle .3211 with a stem or shank 321) with a collar 32c and .areduced :stem portion 32d for the same purposes as .like parts on thelever 3!. In addition to the trunk .portion 4%?) above the enlargement36a (Fig. 10)., the slot 36 has .a branch cportion a second branchportion 35d and a transverse cross-over portion 356, for a purpose to bedescribed hereinafter. The slot thus takes the general form of a squareV and maybe referred to as a Y-slot.

The brake control lever 3d may, in known manner, have a spaced lowerfinger which underlies an arcuate flange with a slot to prevent removalexcept in an inactive position.

It will be well to observe here that there is supplied an operatingmagnet for each clutch mechanism. These may be sufficiently wellunderstood by reference which will hereinafter be made to the magnetpower control coils. Likewise the fuel supply or throttle valves are ofa known rotary type controlled by a common throttle valve rack bar fordifferent engine torque output stages. The wiring diagrams show powermagnets or solenoids for controlling this valve adjusting rack. Themechanism between the magnets and the rack bar comprises a lever withunequal arms on each side of the rack bar, to each of which arms amagnet armature rod is attached. This "grasshopper linkage is clearlyshown in principle in the wiring diagrams.

In these diagrams, Figs. 12 and 13, the switches which initiate thecontrol are located in the control box and are designated A, rack, shortpull or throttle; B, rack, long pull or /3 throttle; A, auxiliary to andsame function as A; D, main clutch engaging, in conjunction with F,forward, and R, reverse; and E, lock-up past torque-converter for directdrive.

The respective relay coils and their switches are located in a cabinetin the car, the coils being designated respectively Ac, Bc, DFc, DB0,and E and their switches being designated respectively As, Bs, DFs,Bits, and Es.

The power magnet coils which these relays control are located near or onthe engine assembly and are designated respectively Am, Bm, DFm, DRm andEm.

The rack operating link 40 is seen to be connected nearer to one end ofthe grasshopper link 4| than the other so that magnet Am, operatingfirst, pulls the long end of the lever to give throttle; magnet Bm,operating next, pulls the short end of the lever to give throttle; andAm and Bm, operating last together, pull both ends of the lever to givefull throttle. These successive positions are shown in Fig. 12 byseveral lines and designated respectively as idle, 1/3, 2A3, and 1 Inaddition there is a speed governor 42 provided with a switch G whichcloses at a predetermined travel speed. When the switch G closes itenergizes a relay coil Go and closes a relay switch Gs.

The governor and its relay switch may function in various ways by changeof connections. In Fig. 12 they are shown to be arranged with the switchGs in parallel with the manuallycor1 trolled switch Es so that theclosure of either will cause lock-up in direct drive. is provided whichby being opened will eliminate the control function of the governor.

In Fig. 13 the switch G is shown to be placed in series with theswitchEs, the governor control being cut out when desired by switch Ga:

and the action of switch E being cut out when desired by a switch Eat.

The basic control operations may be understood from the description ofapparatus up to this point. The details of the apparatus for assuringthis operation will be described later.

Assuming that the speed control lever 32 is in the off position, withthe engine idling and declutched, the reverse lever 3| can be moved outof neutral position. Assume (Fig. that it is moved to the forwardposition. Its stem is shown in full lines in the forward position inFig. 10. This closes the line from switch D to switch contact F in Fig.12. The chart at the top of Fig. 12 shows the switch operation, the

A switch Ga:

6 when the lever 32 is in the off position. It is also arranged, and thearrows may be taken to indicate, that the lever 32 cannot be moved fromits off position unless the reverse lever 3| is positioned away fromneutral position, i. e., either in forward or reverse position.

With the reverse lever in forward, as stated, the throttle control lever32 is moved to the next or No. 1 position designated in Fig. 10 asidlingclutch-on. The left portion of the Fig. 12 chart shows that thiscloses switch D. The diagram of Fig. 12 shows that this energizes relaycoil DFc which closes its switch DFs which energizes magnet coil DFm andcauses the main clutch to be engaged. This connects the torque converteroutput shaft with the wheels. Some driving drag is exerted on the wheelsbut it is small and the wheels are held by the brakes until the train isready to start. The brakes are then released and the train begins tomove if the force is sufficient.

It will next be assumed for a first operating situation or arrangementthat governor cut-out switch Ga: is open to render the car speedgovernor completely ineffective, leaving operations entirely undermanual control. This is delineated from the speed control lever in Fig.10.

When the throttle lever 32 is moved up the left side of the Y-slot itcloses in order, switch A in the No. 2 or throttle position, switch B inthe No. 3 or throttle position, and switches B and A in the No. 4 orfull throttle position. Switch D will be kept closed for all of thepositions from No. 1 up. Closure of A will energize Ac to close As toenergize Am to pull up the long arm of lever 4! to give the throttleposition of rack link 4|]. Closure of B will energize B0 to close B5 toenergize Bm to pull up the short arm of lever 4| and. switch A beingopen at this time, give throttle position of rack link 40. Closure of Aand B will energize Ac and B0 to close As and Bs to energize Am and Bmto pull up both ends of lever 4| to give the full throttle position ofrack link 40.

The engine thus reaches full torque output in torque converter drive. Toreach direct drive it is now required that the lever be brought backdown to the No. 2 position to reduce the engine torque output and speed.In this position the lever 32 may be moved laterally in the crossoverportion see of the Y-slot.

In moving along the crossover portion 36a of the slot the lever 32closes switch E. The actual mechanical parts will be described presentlybut it may be noted by reference to Figs. 3 and 4 that the lever 32 isnot only mounted to turn about the axis of a shaft but is also mountedto turn about an axis, as of a pin it, which is transverse to the axisof the shaft 55. The lever 32 carries a plate ll which, when the leveris moved to the right, moves away from the operating lever El of switchE and allows the switch contacts to close, as shown in Fig. 9. Closureof switch E, Figs. 10 and 12, energizes relay coil Ec to close itsswitch Es and energize magnet coil Em, which causes look-up in directdrive.

Thereafter, still following Fig. 10, as the lever 32 is moved up in theright branch 36d of the Y-slot, it will in succession close switches A,then B, and then both B and A together to give higher engine torque, asdescribed before for the left branch 3&0 of the slot.

As another condition for operation according to Fig. 12, switch Ga: isclosed to make the car speed governor effective. In this case, Fig. 10a,

aoemis when the lever 32 is moved up the left branch .360 Of the slot,as before described, the switch E is open as before and consequently itsrelay switch Es is open; but the governor relay switch Gs is in parallelwith switch Es and will close at the speed at which the governor is setto close its switch G to energize its relay Go. This energizes magnet Emand causes lock-up in direct drive the same as if switch Es had beenclosed. If new it is desired tooperate in direct lock-up drive withoutdependence on the governor the lever .32 is brought back to the No. 2 orthrottle posi- .tion and is moved along the crossover slot portion .36 3to close switch E, as described above. The operating control with theswitch Gm closed and the governor switch out into the control circuit isshown in Fig. l-Oa.

Fig. 13 shows a wiring diagram in which the governor switch G isarranged in series with switch E to require both switches to be closedto a lock-up in direct drive. This means that the lever .35.. must bemoved along the cross-over portion lite of the slot to close switch Eand that the governor can then cause lock-up in direct drive as thelever is moved up the right branch Ellie! of the V-sslot and the enginecomes up to the predetermined speed for governor lock-Yup. The leftbranch 380 is now devoted wholly to torque-converter drive. This isrepresented by .Fig. .14 and the chart at the top of Fig.13.

Thus lock up'maybezobtained either (1) by the throttle lever, providingthe car speed governor is closed, or (2) by car speed governor,providing the .tlntottle lever is in lock-up position.

if desired, the action of the governor may be out out by closing switchGr, leaving the lock-up entirely to manual control. This is again thesituation represented by Fig. do.

It may be desirable to dispense entirely with high speed torque drive intorque-converter and look up in .direct drive whenever the travel speedis sufhcient. The manual switch E (Fig. 13) may be retained or itsaction may be entirely nulli fied, as by closing the parallel switch Er.Fig. 1"5 shows a slot in which the left branch has been omitted and inwhich the crossover portion 366 the slot has been brought down from theNo. 2 torque) position to the No. l (idlingclutchedi position. therebyshortened and the right branch 3601 is correspondingly lengthened.

The Y-slot has now become a jogged or offset slot and in operation theeffect is to require a stop of the handle as it moves up from the offThe trunk portion 36b is position 'to the No. 1 position to give themain clutch (forward or reverse) time to be fully engaged :before thelever can be moved across and up into higher speed positions whichproduce direct drive lock-up. There is therefore no chance that thedirect drive lock-up clutch mechanism will operate before the mainclutch operates to place an undue burden on the main .clutoh as would bethe case if it operated last. Moreover, .for some stops the lever may bebrought to idling position without disengaging the main clutch, the carbeing held by the brakes against the slight drag of the torqueconverter. The car may be quickly re-started from this position withoutrequiring re-engagement of the main clutch.

The main apparatus and its mode of operation have been described. Nowthe details of the apparatus will be explained.

mounted in bearing brackets 5d and the sp control lever .32 is supportedby its pin A6 and a sleeve 5| on .a non-round or square portion Mia ofthe shaft. The pin so extends through ar sleeve and shaft, being made asa bolt and havinga nut on the end. Also carried on the square part ofthe shaft are cams CA, CB, CA and .CD for operating the respectivelevers Al, Bl, Al and D1 of the switches A, B, A and D. It may here beexplained, as is evident from the wirin diagrams, that switches A and Acontrol the same relay A0 and this because the 0am shap for operating asingle switch by a single cam did not serve quite as well as the shapesfor two cams for twoswitches. With other material, thatillustrated beingnon-metallic, a single cam and switch might well be substituted for thetwo here shown. The sleeve 5| carries an upstanding bracket 52 for theanchorage of a spring 53 which .is attached to the control lever 32 topull it toward the left. That is, the spring 53 tends to keep the lever32 over on the left side of the Y-slot (or in the left lower trunkportion of the jogged slot of Fig. 15).

Reverse lever 81 :is rotatably mounted on shaft 55, here being shown tobe rigidly assembled with an insulating sleeve 55 which carries acontact strip 5'1. Suitably shaped portions 5 1 and 5'71 of the strip5'! serve to connect the-contact arm Ci of a common conductorrespectively with the contact arm F-l for forward clutch engagement andthe contact arm R1 .for reverse clutch engagement. When the lever is inforward position the common conductor armzGi and the forward conductorarm Fl engage the portio if contact strip and current flows betweenthem; when the lever is in reverse position the common conductor arm Cland the reverse conductor arm Rl engage the portion 51.1" of the contactstrip and current flows between them; and when the lever is in *off .orneutral position only arm Cl engages the strip, .and :no current flows.

The interlocking means between reverse lever '31 and speed control lever3.2 is shown at the left of Figs. 3 and 4 and in Figs. '7, 17a and 8.First, in Fig. .8 it may :be observed that the shaft 45 which carriesthe speed control lever .82 also carries a sector .59 having a pluralityof notches on its periphery, there being five notches corresponding tothe five positions described for the lever, namely, No. 0 or oil, No.'1, No. 2., No. 3 and No. 4. The sector 59 is urged :to remain in aselected one of these five given 9 sitions by a detent lever 663 pivotedat El on a bracket 52 and having its detent roller 83 pressed againstthe periphery of the sector by a compression spring 64 acting againstthe other end of the lever.

Next, in Figs. 7 and 7a it may be noted that the assembly of partsconnected with the reverse lever Si includes a sector -61 having aplurality of notches in its periphery, there being three notchescorresponding to the three .posi tions described for the lever, namely,forward, off or neutral, .and reverse. It is to be noted that the off orneutral notch is of less depth than the other two for forward andreverse. The sector '6'! is urged to remain in a selected one of thesethree given positions by a detent arm 88 carried by a jack shaft 69mounted on a bracket-like structure H3 at the end of the box St. A coilcompression spring H urges the detent pin or roller 12 of the arm .58against the periphery of the sector 6?.

At its left end the shaft 45 has secured thereon a collar 15 whichcarries rigid therewith a disk It having a notch lea therein. Parts areso arranged on the shaft 45 that the notch Ttia corresponds to the offposition of the speed con trol lever 32. 18, which is fast on the jackshaft 69, carries a finger liia which enters the notch 16a when thespeed control lever is in the off position.

Now it may be seen from Fig. 7a that when the reverse lever B! is in themiddle or neutral position the detent pin 12 rides high in the elevatedcenter notch thereby holding the latch finger 18a in the latch disknotch 16a so that the disk l6, shaft '55 and throttle control lever 32are all held against movement out of the off position. However, thelever M can be moved to either forward or reverse position. Fig. 7 showsit moved to forward position. How detent pin '12 rides in a deep notchin the sector 61 allowing spring H to push it up and with it turn jackshaft 69 and latch lever '23 to raise finger l8a out of the notch 16a.The disk 76, shaft t5 and throttle control lever 32 can now be turnedand Fig. 7 shows that they have been turned up away from the offposition. But after the disk "l6 has been turned away from the offposition the finger 78a rides n the arouate periphery of the disk 16 tohold the detent pin E2 in the deep notch of sector 67 and, as aconsequence, the lever 3! cannot be moved again until the lever 32 isbrought back into the o position.

This specific type of interlock mechanism is known and is not a part ofthe present invention. Other equivalent interlock mechanisms may besubstituted so long as they'serve the purpose of the present invention.The functioning of all these control box parts will be evidentjifromFig. 11, considering the designations thereon, the wiring diagrams, andthe description given hereinabove.

Some related apparatus is shown in Fig. 12 and will be described toprovide a more complete understanding of the invention.

It may f rst be noted that a division of duty is made in the electricalsystem between train line and car battery (or generator) current. Due tothe fact that train line current is commonly derived from the controlcar of a train of cars, it is arranged that only the necessary andsmaller units will besupplied with train line current and that thelarger units will be supplied with car battery current from that car onwhich they are located. When a single car is operated alone all unitsare naturally supplied from one source; but if there are several carswith a plurality of units taking train line current for coordinatedcontrol it can be seen that the drain on the battery of a single carwould be very heavy if the number and size of units supplied is not keptto a minimum.

There are a number of train line conductors, not all used for thepresent engine controls, which are designated at the bottom of Fig. 12as Tl, T2, T3, T4, T5, T6, Tl, T3, T9, Tl I, T12. A positive car batteryconductor is shown at the top of Fig. 12 and designated as CB1.

The controls for the car are shown in duplicate, one for each end of thecar, but only one engine assembly is shown. Switch A (and A) isconnected to T5 and C131; switch 13 to T6 and CBI; switch DF to 'Il andCBI; switch DR to T3 and 03!; and switch E to T9 and 03!. The relaycoils Ac, Bc, DRc, DFc and E10 are connected More specifically, a latchlever,

through the respective switches A, B, D (F, R), and E between line CB!and a conductor leading to train line Tl. A brake pressure switch 8i isinserted in conductor to to open and reduce the engine to idling speed,and to ole-clutch it when the brake pressure becomes excessive, as foran emergency application. These brake pressure safety switches areprovided on all cars for all engines to return them to de-clutchedidling condition when the brake pressure on a car reaches the set limit.The other safety devices to be described operate for one engine only andshut it down completely. Relay switches As, Bs, DRs, DFs, Es and Gs areconnected to CB! and to their respective magnet coils Am, Bm, DRm, Dir-mand Elm. These magnet coils are connected to a common conductor 82 andthis conductor is connected through a conductor 83, an isolation switchas, a conductor 35, a disconnect switch 86, a conductor 8?, a safetyswitch LR-l, conductor 88, and conductor 39 to the negative side CB2 ofthe car battery circuit.

Isolation switch B l is located inside the engine casing access door andmust be moved in one direction before the engine starting motor SM canbe operated and must be moved back before the engine controls can bemade effective. The switch is shown on the contact of a conductor 92leading from the coil 93 of a starting relay which is connected to CBi.When a starting pushbutton 94 is pressed down to connect its contacts inconductor 92 it energizes starting relay coil 93 and closes startingswitch 95 to operate the starting motor SM.

The disconnect switch 86 is located in the car locker near the operatorsstation and is left closed while the car is in operation.

Relay switch LR-l is operated to open by a latch relay coil LR whenenergized through certain safety switches. These safety switches includea fuel oil pressure switch 9'! which is in series with a number of otherswitches in parallel. Switch 91 closes and remains closed as long as theengine fuel oil pressure is up to the required point. The other safetyswitches include a lubricating oil pressure switch Q3, a transmissionoil pressure switch 99, a water temperature switch Hill, and an engineover-speed switch lill.

Switch 98 is closed until the lubricating oil pressure reaches a givenpoint, say 15 pounds, then opens and remains open as long as the engineis running and the pressure is kept up. Likewise switch 99 is closeduntil the transmission oil pressure reaches a given point, then opensand remains open as long as the engine is running and the pressure iskept up. Switch is open at all times unless the engine cooling waterheats up unduly, say above 200 F., at which point it closes. Switch it!closes only when the engine over-speeds but at all normal speeds isclosed.

In running, after starting, all switches 98, 99, I00, Ill! are open and91 is closed. Consequently the closing of any one of the switches 98,99,I00, lfll will energize the main latch relay coil LR and open switch LE4to cut out all the operating magnets Am, Bm, DRm, DFm and Em.

Energization of relay coil LR will also close the switch LEI-3 in thecircuit of a trigger relay coil LRT of the latch relay device. It alsoopens a switch LR-Z in its own circuit and is thereby 'deenergized. Allits switches LR|, Lit-2, and LR-3 remain in the positions given thembecause the latch relay is a snap-action device.

When the trouble has been cleared the trigger valve relay coil AVR-which closes a switch AVR-i to-energize an air valve magnet AVM andclose the damper of the engine air intake to shut down the engine. Thedamper itself is not shown. Restoration of all'of the safety switches98; 52$, 1%, till to open position de-energizes relay AV'R; to openAVR-l and ole-energize magnet AVM to'allow the air damper to be heldopen again;

If it is desired to shut the engine down manually this may be done bypushing either stop push button S3934 at the operators controls orby'pushing another stop push button SPB-2 at the engine location.Closure of eitherSPB-l or SPB-2 will energize fuel oil cut-off relay FVMto shut off the oil supply to the engine.

Theoperation of the engine starting means and the safety means should beclear from the above description in view of the fact that the generaloperations have already been described. The Fig. 13 wiring system isvery much: like that of Fig. 12 and, asfar as applicable, the samereferences and legends are used. One difference is that the governorswitch G is placed in series with switch Es, this having already beenmentioned. The latch relay LR (LR-I etc.) is omitted and the fuelpressure switch M is also omitted, the safety switches 98', 9?? being incircuit with isolation switch and disconnect switch 65' and air valve"magnet AVM and to ground through a damper switch Hi l to operate atrigger, not shown; which allows the air damper to close and open switch[04 to cut of? magnets Am, Bm, DR'm, DFm; Em from ground. necessary toturnthe air valve or damper by hand back to open position and latch itto close switch 1M and permit these magnets Am etc. to function again.Valve magnet AVM is also in a. parallel circuit through switches me,[ill to ground so that the closure of either will energize AVM and openswitch Hi l to cut out the magnets Am etc. Starting is assured becausethe switchesv Hi0, Ilil which connect air valve trigger magnetAVMdirectly to ground through switch its are open at starting and theswitches 58, dd which are closed at starting are ina circuit through theisolation switch a l which is open to switches- 9'3; tie at starting andclosed to the starting buttonuntil the engine comes up to speed. By thetime switch 84 is put back in circuit with safety switches 98, 99 theyhave opened by increased oil pressure created by pumps operated by theengine and magnet AVM is not energized, Thereafter, during runninghowever, it will be energized whenever any of the safety switches 98,99, Hill, llll closes;

It has thus seen that the invention provides simple and convenient meansfor controlling the operation of a vehicle by a prime-mover such as adiesel engine operating through a torque converter; A single levercontrols main clutch engagement and engine throttle and is so related toa reverse lever that neither can be operated when theo'ther is out of agiven position, neutral position for the reverse lever and an offdeclii-tched posit-ion'for' the control lever. Also the control lever isso confined and constrained, as by its guideslot, that it is required tocause cer- It is 12 tain control actions before it can be moved to causeother specified control actions.

While one' embodiment of the invention has been described by way"ofillustration it isto be understood that there may be various embodi-'ments within the scope of the invention;

What isclaimed is:

1. Control means-for an engine-driven torque converter installationhaving a main or'reversing clutch mechanism to the final drive shaft anda lock-up clutch mechanism for the torque converter, comprising'incombination, a first control element which actuates means whichcondition the reversing clutch mechanism for forward or reverse drive orneutral but without causing clutching in of the mechanism for driving, asecond control element which regulates the power and speed of theengine, said second control element having movement from a lower end orzero, ofi, or idling positionto higher positions at which clutchingandhigher speeds are produced, means. associated with andfcontrolled bythesecond control element when moved out of idling position and at alltimes thereafter for completing the connection of'the'inain clutch fordriving in the direction selected by the first control element, meansassociated with and controlled by the second control element when movedabove the main clutch engaging position for operating a device whichconditions said l'ock-up clutch for direct drive engagement, said secondcontrol element thereafter at all times while moving above the main.clutch engaging position maintaining said device in condition forcausing the engagement of the lock-up clutch,v means associated with andoperated by said second control element for causing an increase of"power and-speed of said engine when said second control element ismoving upward above the lock-up position for the converter clutch,interlocking means between said first or reverse control element andsaid sec.- ond or speed control element for preventing movement of thefirst control element out of. forward or reverse position except when.the second control element is in idling, or? position, and forpreventing movement of the second control element from the idling, oiiposition except when the first control element is inforward or reverseposition, and means for causing delayed action of. said second. controlelement when moving in either direction past the converter lock-upposition.

2. Control means for an engine driven torque converter installationhaving a main or reversing clutch mechanism to the final drive shaft anda lock-up clutch mechanism for the torque converter, comprising incombination, a first control element which actuatesmeans which conditionthe reversing clutch mechanism for forward or reverse drive or neutralbut without causing clutching in of the mechanism for driving, a secondcontrol element which regulates the power and speed of the engine, guidemeans for said second control element providing movement thereof in afirst plane and in a second plane generally parallel therewith and alsoproviding lateral cross-over movement of the control element betweenplane positions at a point above the lower end or zero, ofi, or idlingposition in the guide means in the first said plane, means associatedwith and controlled by the second control element when moved out ofidling position and at all times thereafter for completing theconnection ofv the main clutch for driving in the direction selected bythe first control element, means associated with and controlled by thesecond control element when moved laterally in the cross-over portion ofthe guide means from the first plane to the second plane for operating adevice which conditions said lock-up clutch for direct drive engagement,said second control element thereafter at all times while moving in thesecond plane maintaining said device in condition for causing theengagement of the lock-up clutch, and means associated with and operatedby said second control element for causing an increase of power andspeed of said engine when said second control element is moving upwardin the second plane above the crossover portion of the guide means.

3. Control means for an engine driven torque converter installationhaving amain or reversing clutch mechanism to the final drive shaft anda lock-up clutch mechanism for the torque converter, comprising incombination, a first control element which actuates means whichcondition the reversing clutch mechanism for forward or reverse drive orneutral but without v causing clutching in of the mechanism for driving,a second control element which regulates the powerand speed of theengine, guide means for said second control element providing movementthereof in a first plane and in a second plane generally paralleltherewith and also providing lateral cross-over movement of the controlelement between plane positions at a point above the lower end or zero,off, or idling position in the guide means in the first said plane,

means associated with and controlled by the second control element whenmoved out of idling position and at all times thereafter for completingthe connection of the main clutch for driving clutch, and meansassociated with and operated by said second control element for causingan increase of power and speed of said engine when said second controlelement is moving upward in the second plane above the cross-overportion of the guide means, said guide means providing movement of thesecond control element in the first said plane above said cross-over,said second control element causing power increase while maintaining themain clutch engaged as it moves in the first plane above the cross-over,and also causing drive through the torque converter.

4. Control means for an engine driven torque converter installationhaving a main or reversing clutch mechanism to the final drive shaft anda lock-up clutch mechanism for the torque converter, comprising incombination, a first control element which actuates means whichcondition the reversing clutch mechanism for forward or reverse drive orneutral but without causing clutching in of the mechanism for driving, a

second control element which regulates the power and speed of theengine, guide means for said second control element providing movementthereof in a first plane and in a'second plane generally paralleltherewith and also providing lateral cross-over movement of the controlelement between plane positions at a point above the lower end or zero,off, or idling position in the guide means in the first said plane,means associated with and controlled by the second control element whenmoved out of idling position and at all times thereafter for completingthe connection of the main clutch for driving in the direction selectedby the first control element, means associated with and controlled bythe second control element when moved laterally in the cross-overportion of the guide means from the firstplane to the second plane foroperating a device which conditions said lock-up clutch for direct driveengagement, said second control element thereafter at all times whilemoving in the second plane maintaining said device in condition forcausing the engagement of the lockup clutch, and means associated withand operated by said second control element for causing an increase ofpower and speed of said engine when said second control element ismoving upward in the second plane above the cross-over portion of theguide means, said guide means providing movement of the second controlelement in the first said plane above said cross-over, said secondcontrol element causing power increase while maintaining the main clutchengaged as it moves in the first plane above the crossover, andspeed-controlled means associated with the lock-up clutch for causing itto be engaged for direct drive past the torque converter when apredetermined speed is reached while said second control element isdisposed in the first plane.

5. Control means for an engine driven torque converter installationhaving a main or reversing clutch mechanism to the final drive shaft anda lock-up clutch mechanism for the torque converter, comprising incombination, a first control element which actuates means whichcondition the reversing clutch mechanism for forward or reverse drive orneutral but without causing clutching in of the mechanism for driving, asecond control element which regulates the power and speed of theengine, guide means for said second control element providing movementthereof in a first plane and in a second plane generally paralleltherewith and also providing lateral cross-over movement of the controlelement between plane positions at a point above the lower end or zero,ofi, or idling position in the guide means in the first said plane,means associated with and controlled by the second control element whenmoved out of idling position and at all times thereafter for completingthe connection of the main clutch for driving in the direction selectedby the first control element,

means associated with and controlled by the second control element whenmoved laterally in the cross-over portion of the guide means from thefirst plane to the second plane for operating a device which conditionssaid lock-up clutch for direct drive engagement, said second controlelement thereafter at all times while moving in the second planemaintaining said device in condition for causing the engagement of thelock-up clutch, means associated with and operated by said secondcontrol element for causing an increase of power and speed of saidengine when said second control element is moving upward above thecross-over portion of the guide means, and speed-responsive means whichoperates a second device for conditioning said lock-up clutch for directdrive engagement.

6. Control means for an engine driven torque converter installationhaving a main or reversing clutch mechanism to the final drive shaft anda lock-up clutch mechanism for the torque 1 5 converter;comprisingcombination; at 66h?- tiol element which" actnat'es meanswhichcondition the reversing clutch mechanism foi' forward or reverse driveoi neutral btit without causin clutching in" of th'emeehanisin fcidriving, a see ond control element which regulates the peter and speed"of the engine, guide; means for said second control element providingmovement thereof in a first pl ane in Si sec'orid' fila'fie generallyparallel therewith and area trendin lateral cr0ss-over'movem"efit of thecentre e1em'ent between plane positions t poifitjttove the lower" end"01" zero, ofi (51 idling" hbs'itidfi" in the guide. means in the fii'st'said plane, meets associatedwith and controlled by the-{seeonh eon"-tro'l" element when n te't ed outof mime position and at all timesthereafter fe' completing the connection of the main" clutch for dii'vin'gjx'i the direction selected by theffirst contifot eleinen't, meansassociated with and contr'olieol by the second' element when movedlaterally-in the cross"- o'verportion of the guide means ffom' theffifstplane" to'the second plane foioberati'ng edevice which conditions Said 7leek-11D c'lut'eh' fdrfl direet di'ive" engagement, said second control"element thereafter at al times'whilernovingin' thesesond planemaintaining said device in'condition for causing" the engagement of thelock-up clutch, means assc'ciated with and alienated by saidsecondcontrol elementfor' ausing an increase of power and speed of saidengine when said second control' element is moving up'wa'r'd. above thecross-"over portion of the gu'iderneans, speed-responsive meanswhich-operates second device'whieh' conditi'ons' sa'idl'oclt iip clutchfofditeet drive en a ement, an'd'fiirthei meansassociatedwithsaidEedond-mnttol element when moving in cross-over andwith said sp'eed responsive operated" device fo'r' causing kick up-Ic-y'either alone or by both acting. together, with the speed-responsiveqevice actin after thecb'rfttol element actuated deviceha's set acondition" for'operation of the lock-Hpcluth;

'7. ControYmeansfor"an engine dffiven torque converter installation"having a main" or reversing eluteh" mechanism to the fi'rial'difives'h'aft and a lock-upelutch" mechanism fbfth'eftd' tie converter,comprising ineemtination', afirst c trolelement which actnat'esme'a'whieh' coficiitionthe're'versing clutch" meehan fo'f'forw'aird ori'reverse drive' or neutralb ut lth'outcausing cifitchingfin of themeehanis'm'to'l" diivin'g, a sev- 0nd eontreiielem'ent whichfeg'iilates' thepc'iw'er and speed of theengine guidemeati'sf6i"saidsecond control element providing. movementthereof ina first plane and ina second" memegenerally paralk-l therewith andalsc' providing lateralcross-over" movement of the co'nt'rol e1'e-- ment between planepositions at apoint above the'lowe'r end or zero, off, oridlingposit'ion in. the guiLie-means in the first said planemeansassociated Withwand controlleotby the second: cen troleelement whenmovedout of idl-ing position and at allv times thereafter for completingthe connection of'the main clutch for driving in' the: directionseiectedb'y: the fiist control"element,v means associated with and controlled bythe 1 sec-- ond control element-w'nen moved laterally in thecrossoverportion of the guidemeansefrenrthefirstplaneto the secondplanefono-perating a de vice which conditions sa-id -1ock-up clutchfon-(ii-- rect drive engagement; said second control elementtherea fterat-a11times While*moving-in-the: secondplanemaintainingv said device incondition for causing'theengagement of the lock-upeteve the cross-oversortionof the guide means, and interlocking means between said fiistcon' trol element emit said secoiid control eletiient which holdssaidfirst contfel lentiei l-t against operation o t of forward or reversepositien the steam eefi-ti ei element is out at its zero, o'ff, i'dlirigiin eiu "hing position, and which holds said seeone 6e trbl elementagainst operation eat or zetep-esttien when the first central eiemsetttfei position 8. Control means for an engine-driven tofcitieetnvert'ef installation ha g a; o'i i ev'ersingd'riv'e iuteh to' thedrive shaft, a mak up emteh meenariismfer the torque eenvettet,ele'dti'ica-land relay mechafiisms for o en; n' said cliitch saide'ontfo't thee-ne cemen s-mg: a nest er d i r 'etion letting ddntifillever turhab'l about a shaft aiiis end having stvitt'n contacts forselecting- 61- tiard or" i-i-ve' by the main ltttfiih meansifisifi andhaving it neutral fiesitiofi betweeriits forward and t'vet'sescsitiess', a" serene sseed eonttoi IeveT mountedto' about the sameshaft'aiiis sees-id t eenttoilevet; g'iide ffiearis said speed c I in afirst lane and; a scefid genetal-ly' peanel plane transverse to theshaft aitis witha crestsover between planes above the let'it end of thelevee movement in the fifst plane where the speed central levef is azero; ea", idling, fienelutching' tositio'it, svt i-tli asseciate'd withsaid speed centre lever 1- its tufsms movement about the shaft axis forcausing engagement tn? the clnteh mechanism for ex -wing the directions'eiect'ee by said at est-ion ntiol lever and maintaining the seam(gluten ens-seed in all positiens of the speed central levees-we've theoff or idling oesi-tien, other switch mean associated with saidsoe'e'sco'ntrtl lv itstummg ific ivement about the shaft a?" 0? speedincrease sta es as lever moves upward item the off or idling pesttiett,and nether switch means associated with said speed eentroi lever theeross eter' aiid' in the seeond plane of said uide means-fezeonditiofimg said mak up eiuteh mechanism for engagement at an timesWhiie the s teee control lever is said seems guide mate;

9. centre! means for engine-driven torque converter insta liation havinga main 0i reversing drive c' liitch meehenism' to the fimti driveshaft,- a lock upcliitc'h mechanism for the torque converter, andelectrical switch and relay mechanisms" for operating said clutchmechanisms, said control means comptisih'g' a first or directio"selecting central ie'ver tuffiable about a shaft em and having switchcontacts for selectin forward or feverse' drive by the main ciutchmeana'nisin and having a l'ieutral' position between its forward andreverse positions, a second or speed oontifol lever mounted t6 tu'r'iistout the same-shaft axis as said first central l ve'r, guide means forsaitif speed control level providin movem nt in a first plane-and asecond generall itafallel plane transverse t6 the shaft axis with across-over between plsnesabcve the lower end of the lever movement inthe first plane Where the speed contrel lever in zero, off; i'cih'rig,non=c1utching position; switchmeans associated with said speed cont-r01leverin its tor-nine movement about the shaft axis for causingenseeement of the main clutch mechanism for driving in the directionselected by said direction control lever and maintaining the main clutchengaged in all positions of the speed control lever above the off oridling position, other switch means associated with said speed controllever in its turning movement about the shaft axis for causing speedincrease in stages as the lever moves upward from the main clutchengaging position, and further switch means associated with said speedcontrol lever in the cross-over and in the second plane of said guidemeans for conditioning said lock-up clutch mechanism for engagement atall times while the speed control lever is in said second guide plane,said speed control lever being provided with an arouate plate in itsplane of movement about the shaft axis for actuating said lock-up clutchswitch means as the lever moves in said guide crossover and maintainingsaid switch means in the actuated condition in which it is placed whenthe lever moves in the guide cross-over at all times while the lever ismoving in the selected one of said guide planes.

10. Control means for an engine-driven torque converter installationhaving a main or reversing drive clutch mechanism to the final driveshaft, a lock-up clutch mechanism for the torque converter, andelectrical switch and relay mechanisms for operating said clutchmechanisms,

said control means comprising a first or direction selecting controllever turnable about a shaft axis and having switch contacts forselecting forward or reverse drive by the main clutch mechanism andhaving a neutral position between its forward and reverse positions, asecond or speed control lever mounted to turn about the same shaft axisas said first control lever, guide means for said speed control leverproviding movement in a first plane and a second generally parallelplane transverse to the shaft axis with a cross-over between planesabove the lower end of the lever movement in the first plane where thespeed control lever is in a zero, off, idling, non-clutching position,switch means associated with said speed control lever in its turningmovement about the shaft axis for causing engagement of the main clutchmechanism for driving in the direction selected by said directioncontrol lever and maintaining the main clutch engaged in all positionsof the speed control lever above the idling position, other switch meansassociated with said speed control lever in its turning movement aboutthe shaft axis for causing speed increase in stages as the lever movesupward from the main clutch engaging position, further switch meansassociated with said speed control lever in the cross-over and in thesecond plane of said guide means for conditioning said lock-up clutchmechanism for engagement at all times while the speed control lever isin said second guide plane, and interlocking means between said firstcontrol lever and said second control lever which holds said firstcontrol lever against operation out of forward or reverse position whenthe second control lever is out of its zero idling and non-clutchingposition, and which holds said second control lever against operationout of zero position when the first control lever is in neutralposition.

WALTER l3. DEAN. DAVID L. BUCHANAN.

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